Railway-derrick.



R. J. VAUGHAN.

.RAILW'AY DERRICK. A Puc'CmN FILED MAY 28,1915.

1, 182,232 Patentecl May 9, 1916.

3 SHEETS-SHEET I.

IN VEN T0]? R. J. VAUGHAN.

RAILWAY DERRiCK.

APPUCATION wan MAY 2a. 1915.

1,1 82,232. Patented May 9,1916.

3 SHEETS-SHEET 2.

WITNESSES: Mum/10R WMWJJ/ZYJyfia/Y R. J. VAUGHAN.

' RAILWAY DERRICK.

APPLICATION FILED MAY 28, I915.

Patented May 9, 1916.

3 SHEETS-SHEET 3.

WfTNESSES: I INI/ENTOR y RICHARD J. VAUGHAN, OIFLARAMIE, WYOMING.

RAILWAY-DERRICK.

To all whom it may concern Be it known that I, RICHARD J. V UGHAN, a citizen of the United States, and a resident of Laramie, county of Albany, State of \Vyoming, have invented certain new and useful Improvements in llailway-Derricks; and I do declare the following to be a full, clear, and exact description of my inven tion, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming a part hereof. This invention relates to traversing hoists, and more especially to portable rotary derricks; and the invention consists broadly in the construction of a machine mounted on a platform car and carrying a derrick for removing old rails and laying new nes and for like service as in wrecking.

Specifically the invention consists in-the use of a fixed mast of only such height that it will pass through tunnels and beneath bridges, a boom of good lengthwith means for raising it to the desiredheight and for sluing it, and special means for pivotally supporting it in the coupling at one end of the platform car so that it may be detached from said coupling and run back onto the platform while the car is moving from point to point. Y

With these andother objects in view, which will become apparent in the following detail description, with reference to the accompanying drawings, the invention will be described in detail.

In these drawings, Figure l is a side elevation view of the track laying machine; Fig. 2 is a plan view of the same; Fig. 3 is a front end view, with the boom removed,

showing the manner of bracing the mast;

Fig. 4: is a detail view showing the block and sheaves for retaining the hoisting cable against displacement during the lateral movement of the boom; big. 5 is an edge Specification of Letters Patent.

Application filed May 28, 1915. Serial No. 31,000.

Patented Way 9, 1916.

is a side elevation view showing said joints; and Fig. 10 is a detail view showing the sheave mounted thereon near the lower eX- tremity of said mast.

corresponding and like parts are referred to in the following description and-indicatcd in all the views of the accompanying drawings by the same reference characters.

Let the numeral '1 represent the forward pair of wheels of the usual form employed on railway cars and trucks, the same having flanges to prevent the wheels from disengag ng the tracln and 2 represents a similar pair of Fear wheels. 1

3 is the front axle and 4 is the reia'raxle,

the wheels 1. and 2 being keyed to said axles to revolve with the latter, the axles 3iiand 4 being journaled in suitable journal boxes 5 formed on the frame 6. A platform 7 is mounted on the frame 6, the said platform 75.-

7 supporting a motor 8, Windlass 9, 'mast 10 and the boom 11-. The outer extremity of the engine shaft 12 is provided with two pulleys 13 and 14,

which are made fast to said engineshaft and over, which, plain belt 15 and crossed belt 16 respectively pass, the said belts also respectively passing around pulleysv 17=and 18 mounted on the axle 3 to revolveairidependently of said axle, except when engaged 8.5 with the latter, as will be hereinafter yexrl's plained. These pulleys 17 and 18 are heldagainst longiti'idinal movement on the-,tixle' 4 by means of fixed collars 19, 9.0 andzi2l.

These :pulleys '17 and 18 are each provided bers'bcing pi ovided with circumferential grooves 27 and 28 in which are, receivech the arms 29 and 30 of the clutch shifter 31. the said clutch shifter forminga yoke with the arms thereof.

A lever 32 is pivoted to the clutch 7100 view of the block and sheaves shown in 31, and is also pivoted intermediate its exefii tremities to the platform 7 on the under side of the latter, as shown at'33. The forward part" of the lever 32 is bent at an angleand extended upwardly through a $10534 formed 105.

in the platform 7, and the forward extreinity r of said'lever is approximately horizontally disposed above the platform in a convenient position for operation by the operator of the machine. The clutch members 24 and 25 are controlled by the clutch shifter 31, and by operation of this clutch shifter, by the lever 32, either of the clutch members 24 or may be caused to engage with the complemental clutch 22 or 23, as the case may be. The clutch members24 and 25 are keyed to the axle 4 by means of keys-, whereby the said clutch members turn with the axle 4', the said clutch members being permitted to move longitudinally on. said axle by means of the spline heretofore described. By starting the engine 8 power may be transmitted to the rear axle-4 of the truck to propel the same either forwardly or rearwarclly as may be desired. By manipulation of the lever 32 in the proper direction, the clutch member 25 will engage the complemental clutch 23 of the pulley 17, whereby the pulley 17 is acted upon by the belt 15, whose opposite sides travel parallel, propelling the truck forwardly, power being transmitted to the raxle 4.through the medium of the elements heretofore described. Now, in order to rea verse the direction of travel of the truck,

:5 the lever 32 will be shifted in the opposite g0 eration of the direction,'causing the clutch member 24 to move into engagement. with the complemental clutch 22 thereby engaging the pulley 18 to revolve with the axle 4, and the same oplever 32 will simultaneously disengage the clutch member 25 from the c'omplemental'clutch 23, allowing the pulley 17 to revolve independently of the axle 4, and through the medium of the crossed belt 85 16, power will be transmitted from the englue 8 to the axle 4 to propel the truck rearwardly.

' The engine 8 and the windlass 9 are mounted on the rear end of the platform 7,

4o directly above the rear axle 4. The Windlass 45 allel with the axis of the Windlass 91 drum, or spool 35, the Windlass adapted to beoperated by power transmitted from the engine 8 through the medium of a counter shaft 36 journaled par- A gear of the 9 is provided with a 37 is fixedly secured to the shaf drum, or spool 35, which meshes with a gear. 38 made fast to the counter shaft 36. A

gear 39 is also made fast to the opposite extremity of the counter shaft 36 and meshes with a ge r 40 mounted onthe engine shaft 12. The drum 35 is controlled by a clutch 42, which, though not shown in detail in the will actuate the drum. 1

r at

drawing, is operable to either permit the drum 35 to remain idle'while theengine is in operation, or to .operatively connect said drum with the engine, whereby the latter Themast 10 is mount d upon the "forward end of the platform in a vertical position, the same being stationzirily held by means of braces 43 and 44 and guys 45 and 46 passing around metal thimbles 48 in eyelets 4'8, andseeured to the piatform 7, on the on ter sida iii the latter, as; shown at 45 and 46.

v for the reception. of said block An eyelet 50 is secured to the front side of the mast 10 near the upper extremity of the The other extremity of the cable 51 is se- 1 cured to a clevis 66, which is pivoted to the outer extremity of the boom 11.

' An aperture is formed in the lower portion of the mast 10 but above the platform, and

in which a sheave '53 is journaled, as shown.

at 54, the aperture being designated 52. A hoisting cable 41 asses under this sheave 53, one extremity 0' said hoisting cable-being connected with the drum 35, while lifting tongs 68 are secured to the other end of said cab e. A sheave 64 is -journaled in an aperture formed near the outer end of the boom 11, as shown at 65, and over which sheave, the cable 41 passes. 1 4

A block 55 is secured to the lower portion of the mast 10, and in which block, a pair of sheaves 56 are journaled, as shown at 57, said sheaves being disposed forward of the sheave 53 to engage the hoisting cable 41 during the lateral movement of the boom 11 to prevent disengagement .of the hoisting cable 41 from the sheave 53 and reduce. to a minimum the wearing of the cable 41 incipivoted in the fork'58 by means of a vertical coupling pin 60. The lower extremity of the boom 11 is pivoted in the block 59 by means of a horizontal bolt or pin 61, passing through the metal plates 62 and block 59, said plates being disposed on opposite sides of the boom 11 and forming a bifurcation 59. By virtue of this construction, the outer end of the boom 11 may be adjusted vertically and moved laterally in either direction to describe an arc of a circle. v i

A ring 67 is secured to the forward ex tremity of the hoisting cable 41, and in which are hung the rail-lifting tongs 68, which, after having engaged the rail as represented by dotted lines, are held in their engaging position by means of a fastening device 69 in the shape of a loop engaging the tongs. Y

A band 70 is mounted on the boom 11, the

same being provided with eyelets 71 on opthe other, or rear extremities of the said chains being passed through eye-bolts T4 and 75,'rising from the'floor; of the platferm car near its corners, the ehains'being provided with hooks Z6 and 7? adaptedto 100 pling member or block 59, the latter being tween the sheaves 56 and along over the boom, and thence over the sheave 6% and downward to the tongs; and by driving the Windlass in one direction or the other the tongs may be utilized to raise or lower a rail or a piece of wreckage. In ordinary track laying and with a boom whose outer end is relatively as high as shown in Fig, 1,

the length of the'hoisting cable 41 beneath the sheave 64: is such that it may not be V Y necessary to sine the boom in order to put a rail in place; but todisplace a Worn rail and layit on the siding or to move a piece of wreckage onto the siding or something from the latter onto the road bed, it will doubtlessbe necessary to turn the boom on its main pivot which is the coupling pin 60.

' In that case the hooks 76 and 77 are disenthe boom 11 relative to the height of the and the latter used as slue lines.

gaged from the links in their own chains, In fact, if this derrick is to be employed for work alongside the road bed, the chains may be adjusted to hold the boom in a position oblique to the length of the road. Attention is directed, however, to the length of mast 10, as seen in Fig. 1, and it may be assumed that as therein shown the outer end of the boom is so high that it would not pass through o dinary tunnels and under railroad bridges. Therefore after using this machine it will be necessary to lower the boom in order to take the platform car back to the shops. This is accomplished by letting out the slue lines or chains, loosening the clamp 78 and letting out the supporting cable 51, and then revolving the Windlass to loosen the hoisting cable 41; after which the outer end of .the boom comes down to within reach of the workmem the coupling pin (30 is raised to disengage the members 58 and 59, and the inner end of the boom with said member-b9 is passed back over the platform under one of the braces such as it,

alongside the mast 1-0, and perhaps alongside the motor and Windlass, so that the whole boom and its ropes and chains are loaded onto the platform car, and the lat ter can go back to'theshops on its own power ii desired. Obviously the coupling member 58 can be employed at this time for hitching the car to another car or perhaps several which it is desired to transport to The machine wlll doubtless be the shops. D kept in the yard in tlllS COIltlltlOI'l, especially ii it is employed for wrecking purposes,

of their books,

used for raising the boom after it has been coupled to the platform car at-its inner end:

and its outer end raised manually perhaps as high as the operators can lift it. While it is held in oblique position by the cable 41,"the supporting cable 51 will be roved through the eyelet 50, drawn taut, and clamped at 78; and also the sluing cables or chains will be'roved through the eye-bolts 7i and 75, drawn taut with the boom in the position desired, and connected up by means Now these chains hold the boom against lateral movement, but also they serve in a measure to hold it supported because the eye-bolts are above the pivot 61, but the supporting cable 51 will take most d the weight of the boom and load, and through the guys 45 and 46 this weight is conveyed to the other and heavier end of the platform car. he loosened, and the tongs will descend ready for service. This possibility of using machine power to quickly raise the heavy boom, is due to the fact that the sheave 53 is above the pivot 61, while the points of attachment 50 and 7d are respectively above said sheave and pivot.

Having thus described my invention, what I claim and desire to secure by Letters Patent is: I

The herein described railway derrick comprising a platform car having a mast rising rigidly from one end, braces for said mast, a coupling member on the end of the car adjacent said mast, the latter having an opening above the platform of the car, a sheave therein for the hoisting" cable; a

The hoisting cable may then i, i

boom, a block mounted on a horizontal pivot at its inner end and constituting a second coupling member, a coupling pin detachably and pivot-ally connecting said block with the coupling member on the car at a point beneath the platform thereof, eye-bolts in said platform, slue' chains leading from the boom and adjustably connected with said eye-bolts, a supporting cable leading from the upper end of the boom and adjustably connected with the upper end of the mast,

and a sheave in the outer end of the boom 

